Car coupler centering device



Oct. 29, 1963 W. J- METZGER CAR COUPLER CENTERING DEVICE Filed Dec. 5. 1960 Sheets-Sheet l INVENT OR.

Oct. 29, 1963 w. J. METZGE R CAR COUPLER CENTERING DEVICE 2 Sheets-Sheet 2 Flled D90. 5, 1960 ATTORNEY 3,108,697 CAR CGUPLER CENTERING DEVICE William J. Metzger, East Cleveland, Ghio, assignor to National Castings Company, a corporation of Ohio Filed Dec. 5, 1969, Ser. No. 73,787 18 Claims. (Cl. 21321) This invention relates to resilient centering mechanism for supporting a railway car coupler at a point forwardly of its point of primary connection with the car. The invention is concerned particularly with a centering arrangement which may be conveniently inactivated to permit the coupling of cars in relatively angled relationship as when positioned on a curve of the railway.

It is common to provide couplers and car components for connecting them to cars which provide a side-toside angling range of a coupler relative to its car not exceeding about 16 inches whether or not mechanism is provided for resiliently centering the coupler. Such structure is usually arranged to permit a vertical angling range centered on the horizontal of approximately 6 inches. Horizontal and vertical angling ranges greater than these are not desired because of greater size and weight Olf the car components which receive and support the coupler within the end of the vehicle, and encroachment upon the space, e.-g., the Berne rectangle, needed by the train crew for train operation.

The need to position an automatic coupler in angled relationship with its parent vehicle prior to coupling with another vehicle is particularly desirable in the operation of side bufier vehicles in order that trainm'en may be clear of the between-car region during coupling. The need for positioning the coupler at an angle relative to its parent car prior to coupling is particularly evident when coupling a car located on a curve with another car located on a tangent to the curve. On account of the distance which the coupler projects beyond the nearest axle of its car, the coupler heads of the two cars in this instance are displaced from the center of the track at different distances. When the cars are standing on a reverse or S-curve, the situation may be even worse since the coupler heads are laterally displaced in opposite directions from the center of the track. These track conditions are frequently found around train make-up yards and along the spur tracks of industrial plants.

Hence, it is a primary object of this invention to provide coupler centering mechanism which may be temporarily inactivated and the coupler shifted to horizontally offset angled positions.

Another object is to provide a coupler centering mechanism resiliently acting upon a coupler to center it both vertically and horizontally with respect to the neutral position of its longitudinal axis.

A further object is to provide centering mechanism in accordance with the foregoing objects which may be readily placed in condition for shifting the coupler to an angled position from either side of its neutral position.

Still another object is to provide a coupler centering mechanism having the deactivating or releasing feature referred to immediately above which is substantially housed within a striking housing or casting.

The above objects and others which will become .apparent hereinbelow are achieved in a device for supporting a car coupler within the underfrarne of a railway vehicle which, in its broadest aspect, operates to center and resiliently support a coupler along a predetermined path of movement for at least a portion of the device. Such path extends in a usually horizontal direct-ion in transverse relation to the length of the coupler. The device includes a coupler-supporting portion in resilient, laterally traversable relation with another portion; but

, 3-,l8,97 Patented Got. 29, 63

disengageable from the latter portion to allow the coupler to be shifted to a laterally angled position.

In somewhat more detail, the device comprises a carrier for the coupler shank having an upper portion providing opposed surfaces spaced in a direction extending transversely of the length of the coupler for receiving the shank; a cage situated next to the carrier in the lengthwise direction of the coupler and connected with the carrier in guide relationship for movement of the carrier relative to the cage in the transverse direction; and resilient means disposed operatively between the carrier and the cage and acting therebetween to urge the carrier in the transverse direction to a neutral position relative to the cage. The device further comprises a support connected with the underfra'me for supporting the cage in a manner permitting its movement along a course aligned in the transverse direction of the device and the vehicle; and a detent system having a portion on the support and another portion on the cage engageably cooperating to prevent transverse movement of the cage relative to the support from a centered position during normal operation of the device.

In order that restoration orf the centering function of the device he automatic, the detent system is constructed for urging the portions thereof into interlocking relationship as soon as the coupler shank is returned to a non-angled centered relation with the device.

In the drawing with respect to which the invention is described below in detail:

FIG. 1 is a perspective view of an assembly including a striker casting and mechanism supported therewithin providing a resilient support of a coupler with respect to a neutral alignment or position relative to its primary point of connection with the vehicle.

FIG. 2 is a perspective view of a sub-assembly from the assembly of FIG. 1, illustrating a coupler carrier movably mounted, and partially contained, within a casing or carrier support.

FIG. 3 is a lateral elevation of a coupler carrier shown also in FIGS. 1 and .2.

FIG. 4 is a front elevation of the carrier in FIGS. 1, 2, and 3. The term front, as used herein and below, has reference to a longitudinal direction of a railway vehicle extending away from its center. That is to say, a front view is that observed when looking from a point along said axis toward the center of the vehicle.

FIG. 5 is a lateral elevation of a cage included in FIGS. 1 and 2 for receiving the carrier of FIGS. 3 and 4.

FIG. 6 is a front elevation of the cage shown in FIG. 5.

FIG. 7 is a front elevation of the striker casting shown also in FIG. 1 for receiving the sub-assembly of FIG. 2.

FIG. 8 is a front elevation of the casing or carrier support shown in FIGS. 1 and 2.

FIG. 9 is a plan view of the casing shown in FIG. 8.

FIG. 10 is a plan view of the closure plate adapted for attachment to the undersurface of the casing of FIGS. 8 and 9.

FIG. 11 is a front elevation of the plate of FIG. 10.

FIG. 12 is a plan view of a spring retainer plate adapted for attachment to the undersurface of either side portion of the striker casting of FIGS. 1 and 7.

FIG. 13 is a front elevation of the spring retainer of FIG. 12.

FIG. 14 is a fragmentary plan view partly in section of the assembly of FIG. 1 and a coupler shank as arranged within the underframe of a car.

FIG. 15 is a lateral elevation of a lever attachable to the plate of 'FIGS. 10* and 11 for interlocking the casing including said plate with the cage of FIGS. 5 and 6.

FIG. 16 is a front elevation of the lever of FIG. 15.

FIG. 17 is a perspective view of a resilient carrier unit 3 ordinarily housed in the casing of FIGS. 8, 9, 10-, and 11 to form the sub-assembly of FIG. 2.

The overall assembly embodying the present invention is illustrated in FIGS. 1 and I4. At the outset, it will be helpful to observe that the large sub-assembly 5 of FIG. 2 is supported within the front end of a striker casting 6 with respect to which the sub-assembly 5 may move vertically but not horizontally or rearwatdly. The sub-assembly 5 comprises an outer casing 8 and an interior unit 9 shown in FIG. 17. The unit 9, is supported by the casing 8 and is releasable from av fixed neutral position within the casing 8 to move thereWi-thin toward one end or the other of the casing. The unit 9 comprises a cage 10' having a slot 11 spacing two sash portions 17 and 13. The slot 11 receives the lower sash member 14 of a carrier 12 peripherally similar to the two sash portions oil the cage Iii. The unit 9 further comprises a spring =13 supported Within side walls and 16 of sash member 14, and side walls 17a, 17b, and 13a, 18b of the cage 10. At the neutral position of the carrier relative to the cage, a box-shaped cavity is conjointly formed in the sash member 14 and the sash portions or" the cage. In the unit 9, the wall 15 falls within the same longitudinal vertical plane of the assembly as waills 17a and 18a. In a like manner carrier wall 16 is in the same vertical longitudinal plane as cage walls 17b and 131;.

In movements of the carrier 12 relative to the cage 10 out of neutral position, the spring 13 is compressed between either wall 15 and Walls 17b, 18b, or between wall 16 and walls 17a, 18a. Obviously, when opposing forces acting'on the cage and the carrier are released, the spring 13 will restore the carrier into neutral position relative to the cage. The spring 13 is maintained in proper axial alignment within the unit 9 of FIG. 15 by carrier lugs 21 and cage lugs 22.

As shown in FIGS. 3 and 4, the carrier 1?. comprises an upper portion 24 forming the U-shape coupler-receiving saddle 25 and a horizontal plate section 26 comprising, as shown, a wear plate of which its undersurface 2S rests upon and slides along the upper surface 29 of the cage 10. The surface 29 may be formed, as shown, by a wear plate at the top of the cage. A forward marginal portion 31 and a rearward marginal portion 32 of the upper surface of the plate 26 are confined just underneath flanges 34 and 35, respectively, of the casing 8 when assembled as shown in F168. 1 and 2. The unit 9 as a whole is confined between these flanges and a support plate 3 6 of the casing (see FIGS. 10 and 11). The legs 38 and '39 of the carrier saddle 25 protrude upwardly through a slot 41 defined along opposite sides by the flanges 34 and 35. These legs have inner opposed surfaces between which a coupler shank is received. The downwardly projecting lugs 42 and 43 of the cage extend downwardly through a slot 45 of the plate 36.

During centering operations, the cage d0 rests on the plate 36 with its undersurface 47 in slidable relation with the plate upper surface 48. Side surfaces 49 and 5-1 of :the cage are in slidably engaged relation with the inner surfaces 52 and 53, respectively, of the casing S.

The plate 36 comprises transversely spaced bearings 55, 56 having apertures along a common axis between which is received a release lever 57 attached thereto by a pin 59. By being attached to bearings 55, 56 of the assembled casing 8, the rearward latch portion of the lever 57 is urged upwardly by the weight distribution of the lever relative to its pivotal axis. When the unit 9 (FIG. 17) passes from a non-centered position to new tral position, the latch 59 passes upwardly intothe notch 61 defined by the spaced lugs 42 and 43. The unit 9 is readily taken out of neutral position by releasing or lifting upwardly on the forward handle portion of lever 57 to lower the detent portion 60 out ofthe notch 61 and then shifting the unit in one transverse direction or the other relative to the casing 8.

All

The striker casting or housing 6 and the casing 8 are complementarily constructed in portions to provide vertical guide relation therebetween, restricting the housing from either relative rearward or laterally horizontal movements. Accordingly, the casing 8 comprises a pair of downwardly opening pocket portions or sockets 66 and 67 projecting laterally from upper portions of the casing end walls 63 and 64, respectively, for receiving the upper ends of a pair of springs 71 and 7'2.

The striker housing 6 comprises a longitudinal boxlike wall portion 74- adapted to be attached by bolts 73 as shown in MG. 14 to the center sill 91 of a vehicle. At the front end of the housing 6 is a flange 75 partly forming the front face of the housing and adapted to overlap the center sill in a transverse direction and receive contact of a coupler horn during severe bufiing action. Just rearwardly of the flange 75, the housing 6 comprises laterally protuberant exteriorly convex wall portions 78 and 79 which are interiorly semi-cylindrical along parallel vertical axes. The front face provides an opening through which a coupler may extend with ample freedom to move laterally horizontally or vertically. The lower side of the opening is defined by an upwardly facing sill surface 76 occurring at a medial level with respect to the top and bottom ends of semicylindrical wall portions 78 and 79. The interior surfaces of wall portions 78 and 79' are approximately complementary in a horizontal cross-section to the exterior surfaces of sockets 65 and 67 and, hence, receive sockets 66 and 67 in vertical guide relationship allowing free vertical movement of the casing 6 relative to the housing 6.

The assembly 5 of FIG. 2 is resiliently supported Within the housing 6 with respect to the vertical direction on the springs '71 and 72 which stand upon two similar spring retainer plates 81 and 82 with the upper ends of the springs extending into the sockets 66, 67. As shown in FIGS. 12 and 13, the retainer plate 81 has an upwardtapering frusto-conical portion 83 adapted to extend into the lower end of spring 71. The other retainer plate 82 is similarly associated with the spring 72. For assembly purposes, the casting 6, particularly the walls 73 and 79 are open along its underside to enable facile transfer of the assembly 5 into and out of the casing 8 when the spring retainers 81 and 82 are removed.

Obviously, the foregoing description sets forth a coupler centering mechanism for achieving a major objective of the invention, i.e., an arrangement by which the coupier centering system may be inactivated to allow manual shifting of the coupler to an angled position enabling car coupling on curved tracks. FIG. 14 illustrates the striker casting 6 attached to a center sill 91 of a car underframe with a coupler shank 4 attached by a pin 4A to a yoke 9t). Referring to FIGS. 1 and 14, the coupler 4 may be swung about its pivot 4A with reasonable manual eifort by simply pulling upward on the handle of the lever 57 while swinging the coupler to a position taking the notch 61 out of vertical registry with the lever. As the coupler and the unit of FIG. 16 reach a slightly off-center position within the casing 8, the lever 57 may be released of any manual pressure, whereupon its detent portion 60 will rest against one or the other of the lugs 42 and 43. When the unit 9 is returned to its centered position within the casing 8, as when two adjacent vehicles return again to a straight section of track, the detent 66 will again become aligned vertically with the notch 61 and promptly enter therein as a result of the center of gravity of the lever being forwardly of the pin 59. Thereafter, the cage 10 is held in fixed centered relation with the side walls of the center sill. The centering spring 13 again restores resilient relative movement between the carrier 12 and the cage it The terms and expressions which have been employed are used as terms of description and not of limitation, and there is no intention of excluding such equivalents of the invention described or of the portions thereof as fall within the purview of the claims.

What is claimed is:

1. A device for resiliently supporting an article at a neutral position along a predetermined path of movement of at least a portion of the device relative to a support therefor comprising: a carrier having opposed surfaces spaced in a direction parallel to said path for receiving the article therebetween; a cage relatively juxtaposed with the carrier in a direction extending trans versely to said path; means for guiding the carrier and the cage in relative movement parallel to said path; resilient means interposed operatively between the carrier and the cage for urging the carrier to an intermediate position along said path of movement relative to the cage; said support supporting a unit comprising the cage, the resilient means, and the carrier movably along a course parallel to said path; and detent means having portions on the support and the cage for engaging and locking the cage relative to the support at a medial position along said course, said detent means including means for urging said portions into interlocking relationship at said medial position.

2. The device of claim 1 wherein: said detent means includes means for urging said portions into interlocking relation at said medial position; and said cage comprises means for holding the detent means out of interlocking relationship when the cage is out of said medial position.

3. The device of claim 1 wherein: the resilient means is compressible, and has opposite end surfaces relatively disposed, in said parallel direction; portions of the cage and the carrier at said intermediate position, extending in close juxtaposition with both of said end surfaces.

4. A device for providing resilient lateral support witha railway vehicle underframe for a portion of a car coupler disposed forwardly in its longitudinal direction from a pivotal connection of the coupler with the car underframe comprising: a carrier having surfaces spaced in a direction horizontally transverse to said direction for receiving a coupler shank therebetween; a cage relatively juxtaposed to the carrier in said lengthwise direction; said carrier and the cage connected in guide relationship for relative movement in said transverse direction; resilient means interposed operatively between the carrier and the cage for urging the carrier in said transverse direction to a neutral position relative to the cage; a support connected with said underframe for supporting the cage and the carrier as a unit movably along a course aligned in said transverse direction; detent means having portions on the support and the cage for engaging and locking said cage relative to the support in an intermediate position along said course; said detent means including means for urging said portions thereof into interlocking relationship.

5. The device of claim 4 wherein: said cage has a transversely extending slot adapted to receive the carrier; the cage and the carrier each have transversely spaced side walls of substantially equal spacing; and resilient means is a cushion compressible in said transverse direction and disposed between interior opposing side wall surfaces of both the cage and the carrier.

6. The device of claim 5 wherein: the carrier has an upper saddle portion extending above the cage for receiving said shank and a lower portion extending into said cage slot and forming said side walls of the carrier.

7. The device of claim 6 wherein: said support means comprises a horizontal member upon which said cage is slidably supported; said member is slotted underneath the cage in a trmsverse direction; said cage at its neutral position relative to the member has a pair of lugs projecting through said slot in spaced relation with its ends and in spaced relation with each other to define a notch; a latch carried by the support in reciprocal relationship therewith; said latch being movable into the notch at said neutral position to prevent transverse movement of the carrier relative to the support.

8. A device for providing resilient lateral and vertical support to a car coupler within a railway vehicle underframe forwardly of a pivotal connection of the coupler with the car underframe comprising: a carrier having an upper saddle portion for receiving a coupler shank and a lower portion open in a direction parallel to the longitudinal direction of a coupler shank received in said saddle portion; a hollow cage relatively juxtaposed to the carrier in said lengthwise direction; said carrier and the cage connected in guide relationship for relative movement in said transverse direction; resilient means interposed operatively between said lower portion and the cage for urging the carrier in said transverse direction to a neutral position relative to the cage; a casing for receiving the cage, the resilient means, and the carrier when assembled as a unit; the interior of the casing being longer than the unit, and arranged in relatively reciprocal guide relation with the unit in said transverse direction to enable transverse movement in opposite directions from a neutral position of the unit relative to the casing; a support adapted for fixed attachment to the underframe and arranged in vertical guide relation with the casing for limiting movement of the casing relatively to the support in a vertical direction; and a second resilient means acting between the support and the casing as an undersupport for the latter.

9. A device for providing resilient lateral and vertical support to a car coupler within a railway vehicle underframe forwardly of a pivotal connection of the coupler with a car underframe comprising: a carrier having an upper saddle portion for receiving a coupler shank and a lower sash member open in said longitudinal direction; a cage having two similar sash portions open in said longitudinal direction with their openings in registry, said sash portions spaced in said longitudinal direction to define a slot extending in said transverse direction receiving said sash member in guide relation with opposed surfaces of the sash portions defining said slot; said member and the sash portions having transversely spaced side walls of substantially equal spacing; a spring compressible in said transverse direction disposed within said member and said sash portions with its ends engageable with said side walls at approximately a neutral position of the carrier relative to the cage; a casing including a bottom closure for receiving the cage, the spring, and the carrier assembled as a unit, said saddle portion projecting upwardly out of the casing; the interior of the casing being substantially longer than the unit in said transverse direction to enable transverse movement of the unit therewithin, said casing having front and rear walls spaced to restrict movement of the unit relative to the casing in the transverse direction; said casing terminating at each end in said transverse direction in a downwardly facing socket; a support adapted for fixed attachment to the underframe and open internally for receiving the casing and providing vertical travel for the casing therewithin; said support comprising verticallyparallel laterally-protuberant wall portions of inner contour complementary in a horizontal plane to the outer contour of said sockets; said wall portions spaced in said transverse direction and extending around said sockets to dispose the casing in vertical guide relation with the support; a spring seat enclosing the bottom of each of said protuberant wall portions; a compression spring disposed between each socket and the spring seat thereunder; and detent means comprising relatively disengageable portions carried on the casing and the cage for holding the cage at a fixed neutral position along a path relative to the casing extending in said transverse direction.

10. The device of claim 9 wherein: the detent means comprises latch-carrying means on the casing; a latch means supported by said carrying means for reciproca-' 6 :ion relative to the casing in a vertical longitudinal plane at the device; and notch forming means on the cage iefining a notch which opens in a direction lengthwise at said plane for receiving said latch means; said notch s disposed relative to the latch means to enable movernent of the unit in either transverse direction to dispose :he notch out of registry with the latch means.

11. The device of claim 9 wherein: said closure has a slot elongated in a transverse direction underneath said unit; and said detent means comprises a pair of transversely elongated lugs of the cage extending through and below said slot in transversely spaced relationship to define a notch located medially of the transverse horizontal dimension of the unit; and said closure has a pair of transversely spaced bearing lugs located medially of the horizontal transverse direction of the casing; a lever is disposed between and pivotally connected to the bearing lugs with respect to a transverse axis; the lever has a rear latch portion adapted to swing it to said notch at neutral condition of the device, and a forward handle portion over'oalancing the latch portion in respect to the lever axis.

12. The device of claim 9 wherein: the support is a housing of open bottom construction enabling passage of the casing into and out of the housing through its open bottom; said spring seats are separable from the housing; and said device comprises means for attaching a spring seat to the housing to enclose the lower ends of said wall portions.

13. The device of claim 9 wherein: said carrier cornprises a horizontal plate portion between its saddle portion and sash member adapted to rest in bearing relation on the top surfaces of said sash portions.

14. The device of claim 9 wherein: the top wall of the casing comprises front and rear flange portions defining a transversely elongate slot through which said carrier saddle portion proiects; said flanges overhanging front and rear marginal portions of said plate portion in hearing relationship.

15. The device of claim 9 wherein: said side walls comprise lugs extending transversely from the surfaces thereof engaged by the spring to retain the spring along a fixed transverse axis within said unit.

16. The device of claim 9 wherein: the support is a striker housing comprising a rear inverted U-shape portion adapted to fit between lateral walls of the center sill, and a forward transversely enlarged portion defining said wall portions and terminating forwardly in a striker face;

(Z3 said face has a front opening and the enlarged housing portion has an upward facing horizontal surface disposed at a medial level between the top and bottom ends of said protruding wall portions forming the bottom side of said opening.

17. A coupler supporting unit for use in a railway car coupler centering device comprising: a carrier having an upper saddle portion for receiving a coupler shank and a lower sash member open in a direction at right angles with the direction of spacing of the legs of said saddle portion; and a cage having two similar sash portions open in the same direction as the said sash member; said sash portions spaced to receive the sash member therebetween and to dispose their openings in registry with the opening of said sash member at a neutral position of the carrier relative to the cage; said member and the sash portions having side walls spaced in a direction parallel to that in which said legs are spaced; and a spring compressibly disposed between said side walls with its ends engageable therewith to hold the carrier at said neutral position; the cage having lugs disposed in end to end relationship along its underside, said lugs being elongate in a direction parallel to said direction of spacin of said side walls, and relatively spaced between adjacent ends to define a notch therebetween medially disposed of the dimension of the cage in said direction of wall spacing.

18. A casing for use in a railway car coupler centering device comprising: a box-like open-bottom receptacle having four side Walls of which one opposite pair is substantially longer than the other pair, and a top wall having a slot substantially coextensive with the longer side walls; a bottom closure for the receptacle having a siot elongate in a direction coextensive with the longer side walls; said closure being detachably secured to the underside of the receptacle and having a pair of spaced bearing lugs extending downwardly from its undersurface medially of the length of the closure slot; said casing having a pair of sockets, each socket projecting outwardly from one of the shorter sides and opening downwardly.

References Cited in the file of this patent UNITED STATES PATENTS 

1. A DEVICE FOR RESILIENTLY SUPPORTING AN ARTICLE AT A NEUTRAL POSITION ALONG A PREDETERMINED PATH OF MOVEMENT OF AT LEAST A PORTION OF THE DEVICE RELATIVE TO A SUPPORT THEREFOR COMPRISING: A CARRIER HAVING OPPOSED SURFACES SPACED IN A DIRECTION PARALLEL TO SAID PATH FOR RECEIVING THE ARTICLE THEREBETWEEN; A CAGE RELATIVELY JUXTAPOSED WITH THE CARRIER IN A DIRECTION EXTENDING TRANSVERSELY TO SAID PATH; MEANS FOR GUIDING THE CARRIER AND THE CAGE IN RELATIVE MOVEMENT PARALLEL TO SAID PATH; RESILIENT MEANS INTERPOSED OPERATIVELY BETWEEN THE CARRIER AND THE CAGE FOR URGING THE CARRIER TO AN INTERMEDIATE POSITION ALONG SAID PATH OF MOVEMENT RELATIVE TO THE CAGE; SAID SUPPORT SUPPORTING A UNIT COMPRISING THE CAGE,THE RESILIENT MEANS, AND THE CARRIER MOVABLY ALONG A COURSE PARALLEL TO SAID PATH; AND DETENT MEANS HAVING PORTIONS ON THE SUPPORT AND THE CAGE FOR ENGAGING AND LOCKING THE CAGE RELATIVE TO THE SUPPORT AT A MEDIAL POSITION ALONG SAID COURSE, SAID DETENT MEANS INCLUDING MEANS FOR URGING SAID PORTIONS INTO INTERLOCKING RELATIONSHIP AT SAID MEDIAL POSITION. 